As everyone knows when building projects their are always bugs. For the last 4 months I have been tinkering around working on one thing at a time but like everyone working on a toy isn't a full time job. So here it goes with some updates.. .. took a little bit of time but got all the vband flanges sealed up good with the help of a good cylinder head plainer and some rtv high temp copper. Had to machine all the flanges and ended up using Remflex header gaskets that worked great. Did notice a increase from 3800- to 3500 full boost with no leaks. Changed over the dist from full locked to mech advance, (one light and one dark) spring with a 12* limiting bushing but will be changing over to the other light spring to bring in timing a little more earlier but will wait til I am on the track to see if it makes a difference. Had a issue with overheating and found draining the coolant and doing a 20-80 mixture and water wetter really helped bigtime. brought temps done from 205 when getting on it really hard to 195* which is what I have for a t stat. Been battling a smoking issue and found I need to rearrange the drain for the turbo because of the pitch of it. still working on that due to allowable space their and will hopefully get it worked out soon. So once I got the lovely oil leaks taken care of and figure it started running pretty strong I decided to call comp cams and have a custom cam cut. Took me a good day of working but got it all back together and what a difference. Makes a TON of Power and Really pulls Hard. Found it came on boost a lot faster and hit harder than before and it really liked the cam swap. So last night at midnight I finished breaking in the cam and beat the hell out of it for a good hour on the highway and backroads. I do have a little oil leak from a valve cover that I need to address but It just have been getting faster and a lot more fun to drive. I do need to up the rear jets up but I am thinking this winter will be cleaning up loose ends in the interior and maybe using the cowl hood we built to make a buck for a half glass half steel. Wouldn't mind tring to make another buick event if their was something closer to mass but I know we have to travel being in the northeast.
In case you experience any more vband issues, RPS ,Vibrant and few other outfits sell the bands with the locating rings, eliminating leaks
Paul - that's great! I think I'll be bringing up the 65 and 73 to LVD on 10/19 if you want tocome up. Let's see what that thing can do! I love the Remflex Gaskets, Tom suggested them, and I used them on the headers on the 73 and the manifolds on the 65 and won't use anything else from here on out......
unfortunitly, I didn't realize their was a difference and the ones I was buying from summit didn't have a locating ring. I did purchase some vibrant vbands and their quality is nice but with the exhaust on the s475 I couldn't find one with a locating ring even at the price tag of $60 for what I paid for one vband and flanges. Lesson cost money and good one cost more. Next time I will make sure all have locating rings and I will look into RPS, never heard of them and would like to change over to vbands for the rest of the exhaust.
Tom was the one who told be about them and I love them!! I wish I could. I have training at the local UTI for professional development hours I need for teaching so that weekend is a no go. I do have he weekend after free but I am sure the racetrack will be closing down soon.
Ofcourse I would share.. i am not by the cam card at the moment but will pull it out of the file.. i know off of the top of my head, it is a 224/224 duration .. 114 lsa. 501/509 lift with 1.6 rockers. From what i read and some experts i have talk to... they change it up between 114/ 110 lsa depending on the amount of backpressure and exhaust/header design. the higher the backpressure in the system the closer to 114.. i run a single and a 1.5/8 primary header with a 2.5 crossover. i spoke to a friend that was a engine builder at School of Automotive machinist and he said he was surprised with the duration and said it should have been a bigger spread. I have know idea as i am not a engine machinest nor do i have the money to run two identical cams with different lsa's or duration. would be fun to run on the dyno as a job to find out what works better. i do live in mass and anyone who is ever around is always welcome to come bye and we can take the car on a beat ride and see how well the turbo works. Anyone going to new England dragway on October 25. last wk of the 275 tire class. looking to run the car during test and tune.. i know what i want to run and with some luck and tuning i hopefully break the 12 sec mark and i want to shoot for a solid 11.50 street car is my goal. right now i know i am not their but did bump the boost and it running 100% stronger than it did the last time i ran it at the track and it only had 5 min of run time on it and no tuning. next step for performance is a tq convertor and some meth injection. have to do some side jobs or flip a used car because couldn't believe the cost of a gd tq convertor.
Thanks for the cam specs. A 224/224 flat tappet cam is a good compromise between street and track. Looks like it is working well for you. You're going to have way too much fun I've got a 218/218 TA roller cam on a 114 LSA for a turbo 430 BBB. Was looking for faster spool up mainly for street. We used a 116 LSA on our larger race only turbo cams. Paul
I had my converter done at some Iowa diesel shop. I didn't like them but my tranny guy used them exclusively. They screwed by first converter up, luckily I was able have them find my core, and do it again with no changes to pitch or stall and it turned out great. Wasn't too, too expensive, maybe 400.00 as I recall? Are you running a SP trans? If not, that opens up a lot more choices.
I got rid of the sp when I had it rebuilt.. I felt like the other day beating on it that I blew throu the convertor. never felt that feeling before in a car but didn't feel like a slipping transmission as felt it seemed to be more in the torque convertor. I friend said I can borrow a 4k billet convertor built for his turbo car. but I just think for the type of driving I do around I will be building to much heat in the transmission always slipping it. I only turn 2800-3000k at 65-70 mph on the highway when cruising so I figure I don't want over that because if I go on a long trip on the highway I would be heating up that fluid. what do you guys think.
I have some sort of converter on the 71 - 3k maybe? It came with it. Yeah, the car is quick with it but the other 90% of the time I cant stand it. And it does create ALOT of heat.
think about maybe a 2500 torq convertor. think this may be the best for my style of driving and needs
